Cushion-support for vehicles.



A. U. CRAIG. CUSHION SUPPORT FOR VEHJCLES..

APPLICATION FILED JAN- 22, 1917- i Patented Mar. 12, 1918.

2 SHEETS-SHEET I.

A. ,U. CRAIG. cusmom SUPPORT FOR VEHICLES.

APPLICATION FLLED JAN- 22, I917.

Patented Mar. 12, 1918-.

2 swans-swan 2'.

ARTHUR U. CRAIG, OF WASHINGTON, DISTRICT OF COLUMBIA.

CUSHION-SUPPORT FOR VEHIICLES.

Specification of Letters Patent. Patented Mar, 12, 1918.

Application filed. January22,1917.' Serial No. 143,822

To all whom it may concern.

Be it known that I, ARTHUR U. CRAIG, a citizen of the United States, anda resident of Washington, in the District of Columbia, have invented acertain new, and useful Tmprovement in Cushion-Supports for Vehicles,et' which the following is a specification.

The present invention relates to a cushion support for vehicle bodies,and has for its prime object the provisions of means by the use of whichthe usual. pneumatic tire, and its attendant disadvantages, may beentirely eliminated. 7

Another object of the present inventionjis to provide a resilient meanswhich may be relatively small; which may be interposed between the axleand the vehicle body to cushion the wheeland the axle and prevent injuryto the same; which is fully-responsive in absorbing shocks of minordegree, and which is capable of withstanding and absorbing violentshocks or jars to which the carrier wheels and axles may be subjected.

The invention further aims at the provision of a resilient means havingthe above characteristics, and which is adapted to not only resilientlysupport the body, but which also checks the rebound incident to theabsorption of shocks. I

The above, and various other objects and advantages of this inventionwill be in part described, and in part understood from the followingspecific disclosure of the present preferred embodiments of thisinvention, the same being illustrated in the accompanying drawingswherein Figure 1 is a fragmentary perspective view of a framebar and anaxle of'a vehicle, showing a connection betweenthe same constructedaccording to the present invention.

Fig. 2 is an enlarged transverse sectional view taken through a cushionelement con structed according to the present invention and employedbetween the frame bar'and the axle. Fig. 3 is a vertical section takentransversely through the cushion element.

1 Fig. 4c is a view similar to Fig; 1, disclosing a modified form ofcushion element applied to the means of this invention.

Fig. 5 is a detail enlarged section taken longitudinally through themodified form of cushion element and the parts adjacent thereto..-

' side bar A of the vehicle body.

Fig. 6 is a transverse section through the device of Fig. 5, showing oneend of one of the connecting devices for coupling together thediaphragms in pairs. I v

Referring to these drawings, wherein like parts are designated bysimilar characters of reference throughout the several views, Adesignates the frame bar of a motor hicle terminating at its end in aframe horn B in the usual manner, provided at its downturned extremitywith a transversely open.-

ing eye-piece C. Beneath, theframe bar A is transversely arranged anaxle D, in the present instance a dead-axle being shown, which issecured by spring clips E to the intermediate portion of a inulti-leatsemielliptic spring F, in the usual manner.

In lieu of the ordinary spring connections or shackles for connectingthe ends of the spring to the side bar A and the horn B of the vehiclebody, the inner end of thespring F, or the end remote from the horn B,is connected by means of a pair of relatively short vertically disposedlinks 10 with the extremity of a substantially horizontally disposed arm11 of a. bell-crank lover. The

angle portion of the bell-crank lever is pivotally mounted upon a pin orstud 12 which projects outwardly from the lower end of a bracket plate13 which depends from the v The opposite arm 14 of the bell-crank leverextends upwardly from the stud 12 in a substantially vertical position,and is pivotally connected at its upper end to a. connecting rod 15. r

The forward or'outer end of the spring F is in a substantially likemanner connected to the horn B of the vehicle frame. forward bell-cranklever has its horizontal arm in the form of a yoke 16 the ends of The rwhich engage against the opposite sides of the eye-piece C,and arepivotally connected the axle'D with respect to the side bar A,

the freeends of the arms 11 and 16 of the front and rear bell-cranklevers terminate in spaced-apartrelation a distance equal'substantiallyto the distances'between the upthereto by means of a transverselyextendthe opposite swinging movement of the to turned free ends of thesprings F, and the links 10 which constitute the rear shackle for thespring, extend downwardly and are adapted to swing longitudinally withspect to the frame-bar l The opposite arm 18 of the lor'a'a d bellcranlrlever extends substantially vertical y upwrd and is pivotally attachedat its upper extren'iity to a forward connecting. rod 19.

The connecting rods 15 and 19 preferably extend toward each other andlongitudinally of the side bar A. The inner ends oi the rods and 19 areconnected to a cushioning element which is preferably untcd on the sidebar A, and which adapted to retard ward and rear bell-crank levers. Asthe arms 11 and 1(3 of the bell-c anl: leyers are arranged sub tzetiallv horizontally. the weight of the body is transmitted through thebell-crank levers to the rods 15 and 19, and consequently to thecushioning element. In the form disclosed in Figs. '1, and 3 oil thedrawings. the cushioning element ot' the pneumatic type. while in theform shown in Figs. 4, 5 and (S, the cushioning element is of themetallic disk or diaphragm type. V

In Figs. 1, 2 and the frame bar A is provided, across its verticallyextending flange, with an upright or vertical casing 20 which may beopened at its top and outer side. Arranged within the casin 20 are oneor more flexible air-cmitainers or bags 21, two being shown in thepresent instance, which are preferably elongated and arranged verticallyin the casing 20. The inner "free ends of the connecting rods 15 and 19are provided 'ith cross-heads 22 to which are adjustably cour.ectedv apair 01": spaced-apart yoke bars 23 which engage 2: their inner endsthrough apertures in the ends of the cross-h ads 22, and which areprovided with adjusting and locking nuts for threaded engagement withthe rods and for binding engagement against the opposite sides of thecross-heads.

The pairs of bars are adapted for engagement through openings orrecesses in the adjacent end walls of the casing 20,and

for engagement against the Opposite sides of the pneun'iatic members. 21which are lo cated 1n the casing. Each pair of bars 23 is of suflicientlength to extend past the adjacent air-container 21 only, andv isprovided upon its free end with a transversely extend ing bufier plate25. The buffer plates 25 are arranged one above the other between thepneumatic elements 21, and the latter are of such size as to'bind thebuffer plates therebetween. With this construction, any

movement of the rods 15 and 19 draws the yoke rods 23 through the casing20- and forces the buffer plates 25 against the adjacent sides of thepneumatic members 21. Thus. when the upper butler plate 25 is drawnforfardly by the connecting rod 19, the forward pneumatic body will beC011:- gressed to resiliently retard the action of the connecting rod19. f the same butler plate is moved rearwardly by connecting rod 19,the rearmostpneumatic element will be compressed and resist the movementof the :onnecting rod, 19.

For the purpose of preventing injury to the spring l and the partsconnected there to, bumpers 26 are secured to the frame-bar .sr, anddepend over and tcrn'iinate short of the outer extremities of thehorizontal arms andlG of the forward an lercrs.

The form of resilient member disclosed in Figs. 4, .3 and 6. comprisesone or more casings 20 which are made up of a plurality of interfittingrings or annular sections held d rear bell-crank in inter-fittingrelation by tie-rods 27. The

opposite sides with longitudinally extending slots or openings 29adapted to receive therethrough' the radiating arms of a bufier orconnecting member 25 which is fitted in the casing 20 between each pairof resilient diaphragnis'. The buffer 25 is elongated, axially of thecasing 20 and is adapted to lit snugly between each pair of thediaphragms 21. The buffer 25'is also provided'with an axial openingadapted to receive there through a connecting bolt 30 which extendsbeyond the opposite ends of the buii er .25 and through thc'adjacentdiaphragrns'2l. Securing nuts or thehkc are mounted upon the oppositeends of the bolt 30 for binding the intermediate portions of thediaphragin's to the buiilng nember 25". From Fig. 5 of the drawings itwill be noted that the radially extending arms of the buffer member arerelatively thin and merge gradually into the central widened portions orhubs of the member. This construction permits of the free flexing of thediaphragrns 21 in either direction according to the movement of thebuffer member. v

In Fig. l of the drawings a pair of the resilient elements of themodified type are ei'nployed, one for each ofthc bell-crank lL versoEach casing 20 is provided with a, pair of bufiing members and each oftie latter is provided with a pair of diaphragms 21, The resilientmembers n' ployed in the ranging the diaphragn is in pairs, andproviding two pairs thereof for each of the bellcrank levers, sufiicientstrength andrigidity is givento'the structi'lre to sustain the bellcranklevers in position and. to absorb violentshocks or strains to which thecarrier wheels and the axle may be subjected- In the modified form, theconnecting rods 15 and 19 are provided upon their inner free ends withcross-heads 22, havingtheir opposite ends turned at substantially rightangles in spaced and substantially parallel relation to the oppositesides of the casing 20, and secured to the outer ends of the radiatingarms of the buffer members 25 The extremities of said arms arepreferably rounded and extended through openings in the ends 23 of thecross-heads, and nuts 24, or the like, secure the butter members 25 tothe crosshead arms.

In both forms of the invention the bellcranlr levers are held yieldinglyfrom movement in either direction, and the cushioning element may bemounted upon the framebar A, and is relatively small and compact inform, the bell-crank and other connecting means transmitting thevibrations and shocks to the resilient members.

Either form of the cushioning elements holds the bell-crank levers frommovement, yicldingly, in either direction so that the axle D isyieldingly supported beneath the frame bar A, and the members A and Dare held not only from movement toward each other, but also fromseparation or recoil incident to shocks which may be impacted againstaxle D. 7

It is of course understood that various other changes and modifications,than above, may be made without departing from the spirit ofthisinvention, and that they are a restricted only by the scope ofclaims.

I claim 1. In a vehicle, the combination with a body member, an axlemember, and a spring carried by said axle member, of spring shacklesconnecting the opposite ends of said spring to said body member, and asingle cushion element carried by said body member and having connectionwith both of said shackles whereby to retard the opposite movements ofsaid shackles to absorb shock and rebound.

In a vehicle, the combination with a the following body member, an axlemember, and a springcarried by said axle member, of a pair of bell-cranklevers pivotally mounted on said body member and having hingedconnection at one end with the opposite ends of said spring, com1ectingrods pivotally engaging the opposite ends of said'bell-crank levers,

' and cushion elements mounted on the body member and connected to thefree extremities of said connecting rods in such manner as to retard theopposite movements of said bell-crank levers. i I I 3. 111a vehicle, thecombination with a body member, an ax1e member,"and a connecting membercarried by the axle member, of a mounted at their angle portions on saidbody member and having connection at one end with the free ends of'saidconnecting member, and cushion elements connected tov the opposite endsofsaidbell-crank levers for retarding the movements thereof.

4. In a vehicle, the combination with a side frame bar having the usualframe'ho'r'n, an axle-arranged beneath theframe bar, and a springsecured at its intermediate portion across said axle, of a bell-cranklever pivotallymounted on said horn andhaving env gagement with theadjacent end of said spring, a second bell-crank lever pivotally mountedon said frame bar and having hinged connection'with the adjacent end ofsaid spring, a connecting rod extending inwardly from the opposite endof each bellcrank lever, and a cushioningelement conheated to the innerend of each connecting ro V '5. In a vehicle, the combination of a framebar provided with the usual horn, a-bell-crank lever hingedly supportedon said horn, a second-bell crank lever pivot- V ally supported upon theframe bar, said bell-crank levers being connected at one end with theextremities of a, semi-elliptic spring of the vehicle body, said ends ofthe bell-crank levers being arranged to extend substantiallyhorizontally, and the opposite endsof'said bell-crank levers extendingsub stantially vertically upward, connecting rods pivotally mounted uponthe upwardly extending ends of said bell-crank levers, and a cushioningmember connected to the inner ends of said connecting rods to retard themovement of the same. I

6. In a vehicle, the combination with a body member, anaxle arrangedbeneath said member, and a semi-elliptic spring secured across saidaxle, of a pair of bell-crank levers pivotally mounted on said bodymember and having substantially horizontal arms pivotally connected tothe extremities of said spring, connecting rods secured to the oppositeends of said bell-crank levers, and a pneumatic cushioning elementconnected to the inner ends of said connecting rods for retarding themovement of the same.

7. In a vehicle, the combination with a body member, an axle arrangedbeneath said pair of bell-crank levers pi'votally in said casing, 21pair of independentbutiing plates arranged between said pneumaticmembers, and connections between said 1. w ez ii,ni-ieobul in lates andth id acent e\"rem* (s t the connecting rods.

. n a "l e 1 1.4 Ml J13 8 I vehicle, tle o nbiniti B11 'l bod 1 memberand an axle arran ed beneath the body member, of a bell-crank leverpirotally mounted on the body member and having connection with saidaxle a connecting rod pivotally mounted on said bellcrank lever, and apneumatic cushion element mounted on said body member and havingconnection With theopposite end of said connectingrod to retard themovement of the same in a direction to support the body member on theaxle.

9 In a vehicle, the combmation With a body member, and an axle arrangedbeneath the body member, of a pair ofspaced-apart bell-crank leverspivotally mounted on said body member and having connection at one endwith said aXle, a pair of connecting rods pivotally mounted on theopposite end of said bell-crank levers and extending inwardly towardeach otheigabasing arranged upon said body member, a pair of spacedapartpneumatic members mounted in said casing, a pair of buifer platesarranged between said members and adapted to be engaged at theiropposite sides thereby, and

means on the end of each connecting rod for engagement with one of thebuffer plates whereby movement of the connecting rods presses thebufiing plates against the opposite pneumatic members to resistthemotion of the connecting rods in either direction.

ARTHUR U. CRAIG.

Copies of this patent may be obtained for five cents each, by addressingthe Gommissioner of Patents,

Washington. D. G.

